Gasoline engine locomotive



Jun 24, 193 w. c. ARMSTRONG 1,765,559

GASOLINE ENGINE LOCOMOTIVE Filed Feb. 6, 1928 4 Sheets-Sheet 1 loco 00% June 24, 1930. w, c, ARMSTRONG 1,765,559

GASOLINE ENGINE LOCOMOTIVE Filed Feb. 6, 1928 4 Sheets-Sheet 2 \k- L O/ Jrwonlnu 1 WILLIAM dfinmsm ug,

3 w. c. ARMSTRONG 1,765,559

GASOLINE ENGINE LOCOMOTIVE Filed Feb. 6, 1928 4 Sheets-Sheet 3 June 24, 1930. w. c. ARMSTRONG 1,755,559

GASOLINE ENGINE LOCOMOTIVE Filed Feb 6, 1928 4 Sheets-Sheet 4 Patented June 24, 1930 UNITED STATES PATENT @FFECE WILLIAM! C. ARLISTEONG, OF SIRENGFIELD, OHIO, AfiSIGNOR T CERAMIC 1VLA- CIIINERY COMPANY, OF HAIVIILTON, QHIO, .53. CORPORATION OF @2119 GASOLINE EI-TGINQE LOCOMQ'IIVE Application filed February 6, 1328.

This invention relates to gasoline engine locomotives, and particularly to the general frame structure upon which is mounted the power plant and power transmission mechanism, while the frame itself is in turn mounted upon the track wheels.

The object of this invention is to provide a general frame structure which shall be of the maximum of strength and endurance compared with weight, which shall supportthe power plant and its several subdlvlsions n a manner that will interconnect these divisions whereby they will maintain their relative position; which shall be free of joints as between separate parts; which shall adnnt of its ready mounting upon the journal boxes of the wheel axles with ample material above the boxes to avoid impairing the strength of the frame; and which shall possess other ad vantages, all of which are obtained and derived from two factors of the frame, for that the entire frame structure is of one integral piece, preferably of steel, say manganese steel, and for that this one-piece structure has integral supports in the'form of ledges or projections on the interior as the motor support, the transmission gear housing support, the generator support, together with provision for the mounting in such frame of the .30 journal boxes and their functioning parts.

All of the advantages above enumerated and others hereinafter to be set forth are derived from the one-piece or integral formation of the entire general or supporting frame, in the nature of a four-sided casting of vertical walls with an interior space or enclosure open at the top and bottom for the reception and permanent location of the power plant mechanism.

I conceive myself to be the first to lnvent and produce such a locomotive frame design particularly for use in what is known and what I have termed as gasoline engine locomotives.

In the accompanying drawings:

Figure l is a side elevation of my improved locomotive frame with a gasoline engine power plant mounted thereon and itself .50 mounted on track wheels,

Serial No. 252,122.

Figure 2 is a plan view of this frame alone,

showing its structural characteristics.

Figure 3 is a longitudinal sectional view of the frame, showing the end walls in section and the inner face of one of the side walls in elevation, illustrating as well the Various ribs orbracing elements formed on the interior of the sides.

Figure 4 is a similar plan View to Figure 2 but with the power plant generally indicated to show its supporting connections with the frame.

Figure 5 is a transverse vertical sectional view taken on the line 5-5 of Figure 2 with the power plant and superstructure added.

In the drawings the numeral 1 generally designates the engine, a conventional explosive engine of the gasoline type, and the numeral 2 the transmission gearing and differential gearing caseone case being usually employed to contain these two mechanisms, the portion 3 containing the transmission gears and the portion i the differential gears.

This power plant is mounted in the general frame indicated at 5 and consisting of a one-piece casting, preferably of manganese steel, though other material or metal may be used. This frame-structure comprises side plates 6 massive in dimensions and a front end 7 and rear end 8 as seen best in Figs. 2 and 3; and in addition extended bosses 9 and 10 are projected outward from the side walls and form strengthening members.

Thus this general frame is an integral structure with sides and ends, open at the bottom and top, and constitutes an enclosure within which the power mechanism is located. For that purpose, and as a means of supporting the power mechanism, the frame, as best seen in F ig: 2,'is cast with integral motor supports three in number so as to afford a three-point support, indicated at 11, 12 and 13. These supports are in the nature of projecting lugs upon which the motor is i... aptcd to be supported by means of suitable projections from its casing which rest upon the supports and are secured thereto by bolts which utilize the openings 11 in the lug 11 and 12 in the lug 12, and 13 in the lug 13.

The frame is further formed with integral radiator supports in the nature of other lugs 14: and 15, one in each forward corner as seen best in Fig. 2, each having bolt holes 145 and 15 respectively for the reception of the bolts used in securing the radiator to and upon these lugs.

The housing for the transmission gears and the differential gears, comprising the two sections, in one piece, indicated at 3 and 4, is mounted upon still other integral lugs or ledges indicated at 16 and 17 and best seen in Fig. 2. To this end the section 4 of this housing 2 is provided with lateral extensions 18 and 19, the latter adapted to rest upon the ledges 16 and 17 and to be held thereon by means of belts or other fastening devices which extend through the projections 19 and through the openings 16 in the ledge 16 and 17 in the ledge 17.

It will now be seen that my improved general frame, due to its one-piece formation, portects the power mechanism from injury and holds the different divisions of that mechanism in correct alinement one with the other, so that when the power plant is mounted and secured in the manner above described, its different divisions are not subject to relative strains and tendencies to displacement because of the oneness or integrality of the supporting frame, which is massive and sturdy. No strains put upon any part of this frame can or do tend to strain any part thereof with respect to the rest of the frame, there being no joints in the frame-structure but only the one integral mass of material of which it is constituted.

In practice this integrality together with these described provisions for supporting the power plant in all its divisions, and the maintenance of the relative alinement and posit-ion of its different divisions, result in a highly efficient structure and arrangement.

The interior of the side walls of the frame are strengthened by raised surfaces in the nature of the ribs indicated generally by the numerals 20, 21, 22, 28 and 24, constituting inclined, vertical and curved features throughout the upper portion of each side 6 of the frame; while the lower portion is likewise braced by the ribs 25, all as best seen in Fig. 3.

And my nnproved frame is further reinforced to resist lateral and vertical strains by the extended bosses 9, before referred to,

which extend part way of the length and width of the side 6 of the frame, where the frame is arched out as indicated at 26, as seen in Figs. 1 and 3, to receive the journal boxes in the manner and by the means shown and described in my co-pending application Serial No. 2 l8,661, filed the 23rd day of Jan uary, 1928,'relating to other improvements still in connection with the present invention.

And further feature of my structural frame is that of provision for sustaining a supporting-slid in the nature of a bar shown at 27 and which also forms part of the in vention set forth in my said other application just alluded to. The provision for sustaining this supporting-skid comprises a seat 28 formed within angular ribs 29 as shown in 3, such skid being secured in said seatin any desired manner.

At both ends of my structure-frame I fur ther provide coupling pin holes 30 extending vertically and coupling link pockets 31 extending horizontally and intercepting the pin holes; whereby coupling pins and links may be readily applied to this frame for purposes of coupling the locomotive with cars to be drawn thereby, and it will be noted that these pockets are formed by being cored out of the massive end walls of the frame, so that there are no projections extending beyond the general line of the end walls which would be subject to being broken off.

In Figure I have illustrated in connection with the cross-section of the structure frame so much of the differential gearing and its mounting as will facilitate an understandof how section 4 of the casing for that gearing is supported by the ledges 16 and 1'7 of the frame. In the same view I have indicated, generally, at 32 the. cab mounted upon the general frame and acting to enclose more or less of the power plant mechanism as may be desired. An electric switchboard 33 may be mounted in the cab for use in controlling the electric circuit for sparking and lighting.

It will further be noted, particularly from Fig. 1 and Fig. 3, that from the upper end of the arch 26 to the top of the frame there is a very marked extent of surface, as indicated between the points a and b, which gives great strength to the frame at the point where engine frames of the built-up type are usually weakest; and in this case there are also bosses 9 which further add to the strength above the arches.

The frame is further provided with bosses 34 having holes 35 which are for the purpose of connecting with the frames the upper ends of the usual links employed to support the brake beams.

it will now be seen that my structural frame formed of this integral casting. preferably of steel, gives to the locomotive firm ness and strength accompanied by simplicity and economy of production, and is of a most lasting character, there being no joints or parts to be connected together and to come loose, and no part of the frame which will go dor-rn and change its position with relation to any other part, while at the same time this frame carries the integral features I have described, namely, the lugsor projections and the ledges for the support of the power plant and everal sections and divisions, whereby the plant as a whole is properly positioned and maintained in its relation to the frame and whereby the diflerent divisions of the plant, as for instance the engine proper and the transmission and differential gearing, are maintained in their proper relative position without the possibility of their losing their alinement by any sagging or springing of the frame.

And it will be noted also that this frame contains the coupling pin holes and coupling link pockets within itself, being formed within the mass of metal constituting the end walls of the frame.

Finally, I wish to be understood as regarding myself as the first inventor to provide a locomotive general frame of the fashion and character of the one here set forth, characterized by the integrality or onepiece formation of the whole frame and by the supporting features for the location and attachment to the frame of the power plant mechanism.

I desire to comprehend within my invention such modifications as may be clearly embraced within my claims and the scope of my invention.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a locomotive of the character described, a general frame formed in one integral body, having side and end walls and supporting provisions for a power plant to be associated with the frame consisting of a pair of ledges at one end of the frame and a plurality of lugs at the other.

2. In a locomotive of the character described, a general frame formed in one in tegral body, having side and end walls and forming an enclosure open at the top and bottom, and supporting provisions for a power plant to be associated with the frame consisting of a pair of radiator lugs and three motor lugs at one end, and a pair of ledges at the other end for the transmission and differential housin 3. In a locomotive of the character de- I scribed, a general frame formed in one integral body, having side and end walls and integral lugs at one end and ledges at the other end forming supports for a power plant to be associated with the frame.

4. In a locomotive of the character described, a general frame formed in one integral body, having side and end walls and forming an enclosure open at the top and bottom and a plurality of integral lugs and a pair of ledges projecting from the walls forming supports for a power plant to be associated with the frame.

5. In a locomotive of the character described, a general frame formed in one integral casting, having side and end walls, and forming an enclosure open at the top and bottom, integral lugs and ledges projecting from the walls forming supports for a power plant, and having arches in the sidewalls for the reception of journal boxes and seats for the reception of'supporting skids. I

6. Ina locomotive of the character described, a general frame consisting of an integral casting forming side and end walls constituting an enclosure open at the top and bottom, lugs and ledges extending from the side and end walls for the support of a power plant, having arches in the side walls for the reception of journal boxes, and having coupling pin holes and coupling link pockets in the end walls.

7. In a locomotive of the character described, a general frame composed of a onepiece casting comprising side and end walls, extended bosses on the side walls integral therewith and lugs and ledges also integral with the structure for supporting a power plant.

8. In a locomotive of the character described, the combination with a general frame comprising an integral casting having side and end walls forming an enclosure, and provided with lugs and ledges, of a power plant consisting of an engine mounted at three points on said lugs and of transmission and differential gearing mounted at opposite points on said ledges, such plant being over and within said enclosure.

In testimony whereof I affix my signature.

WILLIAM C. ARMSTRONG. 

